Braking arrangement for high-speed suspension railways



1,624,141 A9111 1927' F. KRUCKENBERG ET BRAKING ARRANGEMENT FOR HIGH SPEED SUSPENSION RAILWAYS Filed Jan 24. 1925 2 Sheets-Sheet l 12 1 9 1,624,141 Apnl 27 F. KRUCKENBERG ET AL BRAKING ARRANGEMENT FOR HIGH SPEED SUSPENSION RAILWAYS Filed Jan. 24, 1925 2 $hOBt-S5h66t 2 w El. 71

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i lg. 4 shows a detail of the brake struc-.

Patented Apr. 12, 1927.-

UNITED STATES PATENTOFFICE."

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BRAKING ARRANGEMENT FOB HIGfi-SPEED SUSPENSION BAILWAYS.

Application filed January 24, 1925,

The invention is intended to provide braking arrangements for h gh speed suspension cars moving with a velocity of 25 to 300 M. P. H. At these speeds the com- 5 mon railway brake with shoes acting on the tire is inadequate. In an attempt'to brake the running wheel at full speed 1n this manner both wheel and rail would be unduly stressed and an undesirable roughemng 0t the surface and unequal wear of both parts would result. Moreover at the brakipg surfaces a highly undesirable overheating ould take place causing them to wear very rapidly. A simple brake on the running 18 wheel would not be able to provlde the necessar retardation in an emergency. 7

The principal object of the present invention is to provide a wheel brake for cars of this type which will obviate these disadvantages.

In the accompanying drawings which 11- lustrate my invention:

Fig. 1 is a longitudinal side view of a susension car having my improved wheel rake applied thereto, indicated at 15.

Fig. 2 is a side view of the brake and 11- lustrates the details of construction.

Fig. 3 is a horizontal sectional v1ew taken along a plane through theeaxis of the runture comprising a cam arrangement whereby the counter wheel is automatically pressed against the rail when the brakes are applied.

Fig. 5 shows the same structure as Fig.

4, and the relative positlon of the parts at the time of braking stress.

In the wheel brakes 15 shown in 1 because of the reasons already explained,

the running wheels are not brakes on the peri he as-in the ordinary railway but axially om the side. At the same time running gear is rovided with counter wheels combined w1th springs of variable tension, so that the running wheel is more firml pressed on the rail and the adhesion and raking efiect thereby increased.

Figs. 2 to 5 show adesign for this brake.

It is made, as a corrugated disc brake of which the running wheel forms the one disc while the other is pressed axially by mechanical, neumatic, electric or other means against the running wheel. In the arrangement shown the disc brake 1s formed Serial No. 4,574, and in Germany August 28, 1928.

'with concentric corrugations having the greatest possible'w'edging action without a tendency to lock, and on the'side of. the runmng wheel special brake rings b are fastened, made of good wearing material, for exam(ple steel or similar material. If the wheels an rings are made in one piece, there is the danger that the unsymmetrical centrifugal force will cause a bending stress that would cause the wheel to dish. The runn ng wheels in this railway are rotating with high R. P. M. whereb the centrifugal force is very great. The balancing of the unsymmetrical centrifugal stresses due to the braking by putting dead weight on the other side of the wheel would increase the weight of the latter to a highly undesired extent. -There fore special concentric rings 1) are fastened to the wheeldisc by means of screws or the like. These brake rings at high rotational speeds are only maintained concentric bythe disc. Their expansion due to the centrifugal force corresponds to the increase of diameter of the wheel. Engaging with these brake rings is the brake disc 0 made of material of good wearing qualities but with a high friction coeflicient, such as cast iron or aluminium alloy. This brake disc can be easily replaced if it is provided with the slot (1, in the rim, so that it can be draw away from the axle and renewed. It is held by three guiding bolts which are arranged in a three cornered bridgepiece s actuated by the'lever 1'. It is preferable that the force is not applied at the center point, but at the center of area of the friction plate so that force and wear on the sectors, remaining when the slot (1 has been cut away, is equalized. The torque of the brake disc 0 is taken by special machined faces on the bearer arm h in which the axle of t e running wheel is carried.

In the arrangement of running gear shown, the axle of the running wheel w--a: carried in forked links h, receives all the 100 ori inal shocks; the hingepin y-y of the for is part of the car, and does not move relative to it. Therefore the position of the axle :vw changes with respect to the pin z -y and the arrangement of the lever 'r 1' from the point i of the axle :v-w to the point is on the axis y y with only one intermcdiate support Z on the arm 72. is the most advantageous.

In the arrangement shown the brake lever 0 suspension car 1:

r is moved and the brake ap lied by a mechanical arrangement from inside the car. The worm spindle m is turned which turns the worm wheel n on which is mounted the nut o. In this way the screwed spindle p is movedaxially and moves by the collar 9 the end is of the lever r. e The other end 2' of the latter by means of the three cornered bridge piece a and the three bolts applies the brake disc 0 a ainst the brake rings]; on the runnin w eel a.

A specia new arrangement increases the adhesion of the running Wheel on the rail during the braking period, so that the wheel brake can be applied harder than would otherwise be the case, without danger of skidding the brakedwheel and forming flats on the tire. On the under side of the rail are running counter wheels I), which are carried in a similar manner on forked bearer arms h. The bearer arms IL and h of the running and counter wheels are steadily pressed together by a spring a. During the braking period the tension in this spring will be increased. This increase of tension, as in the arrangement shown, is effected by making the intermediate point Z of the lever rinstead of being fixed to the supporting arm h hin ed to a cam bolt 0. When the brake is otl the u per spring anchor d, Fig. 4, is fastened to t e lowest point of the cambolt 0', i. e. both su porting arms h and it are only lightly rawn together by the spring a. When the brake is applied, the force applied at the end of the lever r at' the point Is, and the resulting force at the point i move the lever away from the arm h which slides the cam bolt with respect to the spring support. In this new position of the cambolt c, Fig. 5, the anchor d is elevated to the highest point of the cam a, the relatively stiff spring a is further tensioned to the extent of the lift 6. When the brake is released this additional tension is again released by the cambolts c returnin to its normal position. This simplest possible arrangement of cambolt shown can naturally be technically improved by a roller on the spring end d.

What we claim is:

1. In a brakin device for a high speed he combination with the car body and one of the suspension wheels therefor, of an arm member pivoted at one end to the car body and having said suspension wheel supported at the free end, means for brakin said wheel, mechanism for actuating sai braking means, said actuating mechanism being disposed adjacent to the pivot of said arm.

2. A brake for a high speed car supported by suspension wheels from elevated rails, comprising in combination with the carbody and one of the suspension wheels therefor,

of means for braking said wheel, a counter therefor, 5 ported upon said car body an wheel bearing on a portion ofthe rail surface opposite to that supporting said suspension wheel, and means for simultaneousl increasing the pressure exerted by both wheels upon the rail surface.

3. A brake for a high speed car su ported by suspension Wheels from elevated rails, comprising in combination with the car body and-one of the suspension wheels therefor, of means for braking said wheel, a counter wheel bearing on a portion of the rail surface opposite to that supporting said suspension wheel, and mechanism for simultaneously actuating said braking means and increasing the pressure exerted by both wheels upon the rail surface.

4. In a braking device for a high speed car supported by sus ension wheels from elevated rails, the com ination with the car body and one of the suspension wheels therefor, of an arm member pivotally supported upon said car body and having said suspension wheel attached to the free end thereof, means for braking said wheel, a counter wheel bearing on a portion of the railsurface opposite to that supporting the suspension wheel, and means comprising a lever supported by said arm member for actuating said braking means and increasing the pressure exerted by both wheels upon the rail surface.

5. In a braking device for a high 8 eed car supported by suspension wheels fi'om elevated rails, the combination with the car body and one of the suspension wheels therefor, of an arm member pivotally supported upon said car body and having said suspension wheel attached to the free end thereof, means for braking said wheel, a counter wheel bearing on a portion of the rail surface opposite to that supporting the suspension wheel, tensioning means connecting said counter wheel and said suspension wheel, a cam bolt attached to said arm member and having a lever pivotally supported thereon, said lever and cam bolt being so arranged and constructed that the action of the tensioning means may be regulated thereby. 1 v

6. In a braking device for a high eed car supported by suspension wheels rom elevated rails, the combination with the car body and one of the suspension wheels of an arm member ivotally suphaving said suspension wheel attached to the free end thereof, means for braking said wheel, a counter wheel bearing on a portion of the rail surface opposite to that supporting the suspension wheel, spring tensioning means connecting said counter wheel and said sus- .pension wheel, a cam bolt attached to said arm member, a lever pivotally supported by said cam bolt for operating said brakmg means, said cam bolt and lever being constructed and arranged so that the action of the braking means and tensioning means may be simultaneously regulated thereby.

7. In a braking device for a high speed sus ension car the'combination with the car body and one of the suspension wheels therefor, of an arm member pivoted at one end to the car body and having said suspension wheel supported at the free end, braking means for said wheel comprising two mutually engageable corrugated surfaces, one of said surfaces bein formed of a plurality of concentric rings fixed to said wheel and made from a metal having good wearing properties, the other of said surfaces being a brake plate formed of a material having a high frictional coeflicient, means for interengaging said surfaces, and braking said wheel, means for transmitting said braking torque to machined faces providedon the arm member.

8. In a braking device for a high speed suspension car the combination with the car body and one of the suspension wheels therefor, of an arm member pivoted at one end to the car body and having said suspension wheel supported at the free end, a plurality of concentric rings made of a material having high wear-resistance propsuspension car the combination wit moved in a plane parallel to the plane of rotation and said-friction surfaces brought into engagement.

9. In a braking device for a high speed the car body and one of the suspension wheels therefor, of an arm member pivoted at one end to the car body and having said suspension'wheel supported at the free end, means for braking said wheel, a lever for operating said braking means pivotally supported at a point intermediate its ends to said arm member, and regulatable means disposed within the pivotal support of said arm member for actuating said lever.

In testimony whereof we aflix our signatures.

FRANZ KRUCKENBERG. CURT STEDEFELD. 

